Longitudinal adjuster and vehicle seat

ABSTRACT

A longitudinal adjuster ( 10 ) for a vehicle seat ( 1 ) includes at least one rail pair ( 12 ), which is formed from a first seat rail ( 14 ), for connecting to a seat frame side part ( 6 ), and a second seat rail ( 16 ), for connecting to a vehicle structure, that slid relative to each other in a longitudinal direction (x) and engage each other and form an inner channel ( 18 ). A reinforcing profiled element ( 22; 122 ) is fastened to the second seat rail ( 16 ) and is arranged in the inner channel ( 18 ). The reinforcing profiled element ( 22; 122 ) has a connection section ( 24 ), which is led out of the inner channel ( 18 ) toward a rear and is connectable to a rear end surface ( 8 ) of a seat frame side part ( 6 ). The vehicle seat with the longitudinal adjuster, has a seat frame side part ( 6 ) connected to a first seat rail ( 4 ).

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a United States National Phase Application ofInternational Application PCT/EP2017/066924 filed Jul. 6, 2017, andclaims the benefit of priority under 35 U.S.C. § 119 of GermanApplications 10 2016 212 906.6, filed Jul. 14, 2016 and 10 2016 225784.6, filed Dec. 21, 2016, the entire contents of which areincorporated herein by reference.

TECHNICAL FIELD

The invention relates to a longitudinal adjuster having for a vehicleseat, in particular motor vehicle seat, having at least one rail pairwhich is formed from a first seat rail, in particular for connection toa seat frame side part, and from a second seat rail, in particular forconnection to a vehicle structure, wherein the seat rails of the seatrail pair are displaceable relative to one another in a longitudinaldirection (x) and engage one another so as to form an internal channel,wherein, in the internal channel, there is arranged a reinforcementprofile which is fixed to the first seat rail.

BACKGROUND

DE 102 10 555 B4 has disclosed a generic longitudinal adjuster and ageneric vehicle seat. The longitudinal adjuster comprises two seat railswhich are displaceable relative to one another, specifically an upperrail and a lower rail, which engage around one another. The seat railseach comprise stop means, wherein the stop means create an additionalconnection between the upper rail and the lower rail in the event of acrash. Forces that arise in the event of a crash are then additionallyintroduced via said stop means from the upper rail and the lower railinto the vehicle structure.

Such a longitudinal adjuster, and such a vehicle seat, are known from US2005/0230591 A1.

SUMMARY OF THE INVENTION

A problem on which the invention is based is that of improving alongitudinal adjuster of the type mentioned in the introduction, inparticular of increasing the strength of the longitudinal adjuster inthe event of a crash, and of providing a corresponding vehicle seat.

This problem is solved according to the invention by means of alongitudinal adjuster for a vehicle seat, in particular motor vehicleseat, having at least one rail pair which is formed from a first seatrail, in particular for connection to a seat frame side part, and from asecond seat rail, in particular for connection to a vehicle structure.The seat rails of the rail pair are displaceable relative to one anotherin a longitudinal direction and engage around one another so as to forman internal channel. In the internal channel, there is arranged areinforcement profile which is fixed to the first seat rail. Thereinforcement profile has a connection portion which is led rearwardlyout of the internal channel and which is connectable to a rear end, inparticular to a rearwardly directed surface, of a seat frame side part.

By virtue of the fact that the reinforcement profile has a connectionportion which is led rearwardly out of the internal channel and which isconnectable to a rear end, in particular to a rearwardly directedsurface, of a seat frame side part, a vertical introduction of force asa result of loading of the seat frame side part in the event of a crashcan be transmitted in a particularly effective manner to thereinforcement profile, whereby a so-called bottle opener effect in theregion of a screw connection of the seat frame side part to the firstseat rail owing to an excessively high load is avoided. The strength ofthe longitudinal adjuster in the event of a crash can consequently beincreased. The “rearwardly directed surface” refers in particular to asurface of the seat frame side part which has a normal runningsubstantially parallel to the longitudinal direction. The “seat frameside part” also refers generally to a component of the seat frame, atransverse profile, a reinforcement element of the seat frame, or thelike.

The connection portion may furthermore be formed integrally with thereinforcement profile. The connection portion may be bent upward throughapproximately 90° about a bend axis running in a transverse direction.The connection portion may project approximately perpendicularly from amain body, in particular from a rear end of the main body, of thereinforcement profile. The main body may be substantially planar. Themain body may be oriented perpendicular to the vertical direction.

The reinforcement profile may preferably be manufactured from metal, inparticular from a metal sheet. The reinforcement profile may, forexample in the case of a vehicle seat pre-mounted on a seat rail pair,be insertable from the rear end of the rail pair into the internalchannel between the first seat rail and the second seat rail. Thereinforcement profile may be held by means of a fixing element in arearwardly directed surface of the seat frame side part. The fixingelement may for example be a rivet or a screw connection.

The reinforcement profile may be fixed to the first seat rail by meansof a screw-nut arrangement; in particular, a nut of the screw-nutarrangement may be secured against rotation relative to the first seatrail. Furthermore, a seat frame side part may be connectable to thefirst seat rail by means of the screw-nut arrangement. The nut of thescrew-nut arrangement may have a cross section which is laterallysupported at least in sections on the first seat rail. The nut may besecured against rotation in the internal channel on the first seat rail.The nut may have a substantially rectangular cross section. The nut mayhave longitudinal grooves along its side surfaces. The nut may beguided, in particular by means of a lower portion, in a guide railarranged in the internal channel on the second seat rail. The guide railmay be fixed to the second seat rail. The guide rail and the lowerportion of the nut may engage around one another. The guide rail mayengage laterally into longitudinal grooves of the nut.

The reinforcement profile may have a substantially L-shaped crosssection as viewed in the transverse direction.

Provision may furthermore be made for the connection portion to have aprojection and for the seat frame side part to have a recess, wherein,in the mounted state, the projection of the connection portion engagesinto the recess of the seat frame side part. A multiplicity ofprojections may be arranged on the connection portion of thereinforcement profile. The projections may project forwardly, parallelto the longitudinal direction, from the connection portion. Theprojections may be arranged pairwise, in particular so as to be bent ina forwardly pointing manner, on a left-hand side and on a right-handside of the connection portion. The projections may be of hook-likeconfiguration. The projections may, in the event of loading andcontacting of the seat frame side part, engage behind the seat frameside part in the region of the recesses. Provision may alternatively bemade for the connection portion to have a recess and for the seat frameside part to have a projection, wherein, in the mounted state, theprojection of the seat frame side part engages into the recess of theconnection portion of the reinforcement profile.

In the connection portion and in the rearwardly directed surface, theremay be provided in each case one passage bore for the purposes of theconnection by means of the fixing element. The connection portion mayhave in each case one recess above and below a passage bore. The seatframe side part may have a projection above and below the passage bore.In the mounted state, projections of the seat frame side part may engageinto the recesses of the connection portion of the reinforcementprofile.

Alternatively, the connection portion may have in each case oneprojection above and below the passage bore, and the seat frame sidepart may have a recess above and below the passage bore, wherein theprojections of the connection portion of the reinforcement profileengage, in the mounted state, into the recesses of the seat frame sidepart.

A diameter of the passage bore in the connection portion may be slightlylarger than a diameter of the passage bore in the seat frame side part.A gap may be formed between the fixing element and the connectionportion. The fixing element may hold the reinforcement profile on theseat frame side part only in a longitudinal direction. perpendicular tothe longitudinal direction, the mounted reinforcement profile may have asmall degree of play.

The projections of the seat frame side part may be turned out of therearwardly directed surface in a rearward direction, for example bybeing cut free and bent out. The projections may be stamped out of therearwardly directed surface or welded to the rearwardly directedsurface.

The projections may be capable of being placed in engagement, in theregion of an upper edge, with an upper edge portion of the recesses. Aforce in a vertical direction can be introduced via the connectionportion into the reinforcement profile and, after jamming-together ofthe reinforcement profile and of the anchor, can be directly introducedfurther via a rail-floor adapter into the vehicle structure.

An attachment of the connection portion to the rest of the body of thereinforcement profile may be realized substantially over the entirewidth of the reinforcement profile, in particular over the entire extentin a transverse direction, whereby a load capacity of the connectionbetween the seat frame side part and the reinforcement profile isincreased.

The object is furthermore achieved by means of a vehicle seat having alongitudinal adjuster as per the above description, wherein the vehicleseat has a seat frame side part which is connected to the first seatrail. The vehicle seat according to the invention consequently has thesame advantages as the embodiments of the longitudinal adjusterdescribed above.

Before refinements of the invention are described in more detail belowon the basis of drawings, it must firstly be stated that the inventionis not restricted to the described components or to the described methodsteps. Furthermore, the terminology used does not constitute alimitation, but is merely of an exemplary nature. Where the singular isused below in the description and in the claims, this also encompassesthe plural in each case, unless the context explicitly rules this out.

The invention will be discussed in more detail below on the basis ofadvantageous exemplary embodiments illustrated in the figures. Theinvention is however not restricted to these exemplary embodiments. Thevarious features of novelty which characterize the invention are pointedout with particularity in the claims annexed to and forming a part ofthis disclosure. For a better understanding of the invention, itsoperating advantages and specific objects attained by its uses,reference is made to the accompanying drawings and descriptive matter inwhich preferred embodiments of the invention are illustrated.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a schematic view of a vehicle seat according to the invention;

FIG. 2 is an enlarged detail perspective view of a rear end of thelongitudinal adjuster as per a first exemplary embodiment;

FIG. 3 is a perspective view of the rear end of the longitudinaladjuster of FIG. 2 without a fixing element;

FIG. 4 is a perspective view of the rear end of the longitudinaladjuster from FIG. 2 without a seat frame side part;

FIG. 5 is a cross sectional view of the longitudinal adjuster of FIG. 4;

FIG. 6 is a detail sectional view, perpendicular to a transversedirection, through the longitudinal adjuster of FIG. 2;

FIG. 7 is a longitudinal sectional view through the longitudinaladjuster of FIG. 4;

FIG. 8 is a perspective view of a reinforcement profile of a secondexemplary embodiment of the longitudinal adjuster;

FIG. 9 is an enlarged detail perspective view of a rear end of thelongitudinal adjuster with the reinforcement profile of FIG. 8;

FIG. 10 is a perspective view of the longitudinal adjuster of FIG. 9without the seat frame side part;

FIG. 11 is a front sectional view of the longitudinal adjuster of FIG.10; and

FIG. 12 is a front sectional view of a longitudinal adjuster as per athird exemplary embodiment.

DESCRIPTION OF PREFERRED EMBODIMENTS

Referring to the drawings, a vehicle seat 1 schematically illustrated inFIG. 1 will be described below using three spatial directions runningperpendicular to one another. In the case of a vehicle seat 1 installedin the vehicle, a longitudinal direction x runs substantiallyhorizontally and preferably parallel to a vehicle longitudinaldirection, which corresponds to the normal direction of travel of thevehicle. A transverse direction y running perpendicular to thelongitudinal direction x is likewise oriented horizontally in thevehicle, and runs parallel to a vehicle transverse direction. A verticaldirection z runs perpendicular to the longitudinal direction x andperpendicular to the transverse direction y. In the case of a vehicleseat 1 installed in the vehicle, the vertical direction z runs parallelto the vehicle vertical axis.

The position terms and directional terms used, such as for examplefront, rear, top and bottom, relate to a viewing direction of anoccupant seated in the vehicle seat in a normal seating position,wherein the vehicle seat is installed in the vehicle, is in a useposition suitable for conveying passengers, with an upright backrest,and is oriented in the conventional manner in the direction of travel.The vehicle seat may however also be installed in a differentorientation, for example transversely with respect to the direction oftravel.

The vehicle seat 1 shown in FIG. 1 for a motor vehicle has a seat part 2and a backrest 4 which is adjustable in terms of its inclinationrelative to the seat part 2. An inclination of the backrest 4 may besettable for example by means of a detent fitting or a geared fitting.The vehicle seat 1 is, for adjustment of a seat longitudinal position,mounted on a longitudinal adjuster 10. The longitudinal adjuster 10 hasa rail pair 12, preferably two seat rail pairs 12. Each rail pair 12 isformed from a first seat rail 14, in particular for connection to a seatframe side part 6, and a second seat rail 16, in particular forconnection to a vehicle structure. The seat rails 14, 16 of the seatrail pair 12 are displaceable relative to one another in thelongitudinal direction x.

FIG. 2 shows an enlarged detail view of a rear end 26 of thelongitudinal adjuster 10. The seat rail 14, 16 of the seat rail pair 12engage around one another so as to form an internal channel 18, whereinthe first seat rail 14 serves for connection to a seat frame side part 6and the second seat rail 16 serves for connection to a vehicle structure(not illustrated). In the internal channel 18, there is arranged ananchor 20, which is fixed to the second seat rail 16. In the internalchannel 18, there is also arranged a reinforcement profile 22 which isfixed to the first seat rail 14. The reinforcement profile 22 and theanchor 20 are spaced apart from one another in the normal situation andinterlock with one another in reaction to a predefined application offorce, for example in the event of a crash; in particular, thereinforcement profile 22 and the anchor 20 engage into one another. Thereinforcement profile 22 has a connection portion 24, which is connectedto a rear end 26, in particular to a rearwardly directed surface 8, ofthe seat frame side part 6. In the present case, the connection portion24 is formed integrally with the reinforcement profile 22. Theconnection portion 24 projects approximately perpendicularly from therest of the main body of the reinforcement profile 22. The anchor 20 mayfor example be fastened to the second seat rail 16 and to avehicle-specific seat rail adapter 50. The seat rail adapter 50 servespreferably for a fastening of the longitudinal adjuster 10 to a vehiclestructure.

The reinforcement profile 22 and the anchor 20 are preferablymanufactured from metal, in particular from a metal sheet. Thereinforcement profile 22 may, for example in the case of a vehicle seat1 pre-mounted on a seat rail pair 12, be inserted from the rear into therear end 26 of the internal channel 18 between the first seat rail 14and the second seat rail 16. The reinforcement profile 22 is held bymeans of a fixing element 28 in the rearwardly directed surface 8 of theseat frame side part 6. The fixing element 28 may for example be arivet. The fixing element 28 may likewise be provided by means of ascrew connection. Furthermore, a further screw connection may bearranged on the seat frame side part 6 so as to project in the verticaldirection z through the first seat rail 14 and the reinforcement profile22.

FIG. 3 illustrates the longitudinal adjuster 10 as per FIG. 2 withoutthe fixing element 28, and FIG. 4 illustrates said longitudinal adjusterwithout the seat frame side part 6. FIG. 5 and FIG. 6 show anillustration of a cross section of the longitudinal adjuster 10 of FIG.4. It is shown here that in each case one passage bore 30 a, 30 b, whichpassage bores are aligned with one another, is provided in theconnection portion 24 and in the rearwardly directed surface 8 for thepurposes of the connection by means of the fixing element 28. Theconnection portion 24 has in each case one recess 32 above and below thepassage bore 30 a. The main body of the reinforcement profile 22 has asubstantially C-shaped cross-sectional profile.

FIG. 6 is a detail sectional illustration, perpendicular to a transversedirection y, through the longitudinal adjuster 10 of FIG. 4. The seatframe side part 6 has a projection 34 above and below the passage bore30 b. In the mounted state, the projections 34 of the seat frame sidepart 6 engage into the recesses 32 of the connection portion 24 of thereinforcement profile 22. It can also be seen that the diameter of thepassage bore 30 a in the connection portion 24 is slightly larger thanthe diameter of the passage bore 30 b in the seat frame side part 6.This leads to a gap 36 between the fixing element 28 and the connectionportion 24. The fixing element 28 holds the reinforcement profile 22 onthe seat frame side part 6 only in the longitudinal direction x.Perpendicular to the longitudinal direction x, the mounted reinforcementprofile 22 has a small degree of play.

The projections 34 of the seat frame side part 6 are in the present caseturned out of the rearwardly directed surface 8 in a rearward direction,for example by being cut free and bent out. It is likewise also possiblefor the projections 34 to be stamped out or to be welded to therearwardly directed surface 8.

In the event of the backrest 4 of the vehicle seat 1 being subjected toan excessive force from the rear, such as may be caused for example byan unsecured cargo striking the backrest 4 in the event of a crash, therear end 26 of the vehicle seat 1 and the seat frame side part 6 arecaused to lift upward in the vertical direction z. In the event of thisimproper loading of the vehicle seat 1, an upper edge of the projections34 engages in each case with an upper edge portion of the recesses 32.Provision is made here whereby forces in the vertical direction z can beintroduced via the connection portion 24 into the reinforcement profile22 and, after jamming-together of the reinforcement profile 22 and ofthe anchor 20, can be directly transmitted onward via the anchor 20 intothe vehicle structure. Improper loading, in particular an excessivelyintense loading, of the first and second seat rails 14, 16 in thevertical direction z is avoided, whereby, furthermore, anoverload-induced deformation of the seat rails 14, 16, to the point ofso-called separation, is prevented.

The attachment of the connection portion 24 to the rest of the body ofthe reinforcement profile 22 is preferably realized substantially overthe entire width of the reinforcement profile 22, in the present casethe entire extent in a transverse direction y, whereby a load capacityof the connection between the seat frame side part 6 and thereinforcement profile 22 is increased. Furthermore, the force to bedissipated can, relative to a transverse direction y, be introducedsymmetrically into a left-hand part and a right-hand part, as viewed inthe longitudinal direction y, of the reinforcement profile 22.

FIG. 7 is an illustration of a longitudinal section, perpendicular tothe transverse direction y, through the longitudinal adjuster 10 of FIG.4. In the interior of the main body of the reinforcement profile 22,there are arranged two holding elements 44, which serve for the fixingof the reinforcement profile 22 to the upper rail. A spring element 42is held and/or braced between the two holding elements 44. The springelement 42 may preferably be configured as a leaf spring. Thereinforcement profile 22 has a toothing 46 a in a lower region, inparticular in the region of the two end edges of the C-shapedcross-sectional profile.

The anchor 20 has an anchor plate 38, which is held on the second seatrail 16 by means of three anchor bolts 40. The anchor bolts 40 hold theanchor plate 38 with a defined spacing to a floor portion of the secondseat rail 16 in the vertical direction z. By means of those ends of theanchor bolts 40 which are situated opposite the anchor plate 38 in eachcase, the anchor 20 is held in the second seat rail 16 and in the seatrail adapter 50. Furthermore, the anchor plate 38 has a downwardlydirected counterpart toothing 46 b, which can be placed in engagementwith the toothing 46 a of the reinforcement profile 22 when thereinforcement profile 22 is pulled upward owing to a correspondingimproper loading of the vehicle seat 1. The engagement of the toothing46 a and of the counterpart toothing 46 b now additionally secures thevehicle seat in the longitudinal direction x against an undesiredlongitudinal displacement in the event of the improper loading of thevehicle seat 1.

On the anchor plate 38, there is furthermore preferably arranged abuffer 48 which serves for the provision and/or adaptation of a unitary,uniform surface of the anchor plate 38 and of the anchor bolts 40. Thespring element 42 of the reinforcement profile 22 is supported on saidsurface, whereby an undesired rattling noise can be avoided. A springforce of the spring element 42 is dimensioned such that a free play ofthe rail pair 12 is reduced in order to avoid rattling noises, withoutthis resulting in an engagement of the toothing 46 a of thereinforcement profile 22 and of the counterpart toothing 46 b of theanchor plate 38.

FIG. 8 shows a reinforcement profile 122 of the longitudinal adjuster 10in a further embodiment. Unless explicitly described otherwise, thesecond exemplary embodiment of the reinforcement profile 122 belowcorresponds to the above-described reinforcement profile 22. Thereinforcement profile 122 has a substantially L-shaped cross section asviewed in the transverse direction y. The reinforcement profile 122 hasa connection portion 124, which is connectable to a rearwardly directedsurface 8 of the seat frame side part 6. In the present case, theconnection portion 124 is formed integrally with the reinforcementprofile 122. In the present case, the connection portion 124 is bentupwardly through approximately 90° and projects approximatelyperpendicularly from the rest of a main body of the reinforcementprofile 122. In the present case, four projections 134 are arranged onthe connection portion 124 of the reinforcement profile 122. Theprojections 134 project forwardly in the longitudinal direction x fromthe connection portion 124. The projections 134 are arranged pairwise,in particular so as to be bent in a forwardly pointing manner, in eachcase on a left-hand side and on a right-hand side of the connectionportion 124. The projections 134 are of hook-like configuration.

FIG. 9 shows a rear end of the longitudinal adjuster 10 with a partiallymounted reinforcement profile 122. In the present case, the seat frameside part 6 has four recesses 132. In the mounted state, the projections134 of the connection portion 124 engage into the recesses 132 of theseat frame side part 6. In the event of loading of the seat frame sidepart 6, the projections 134 engage behind the seat frame side part 6 inthe region of the recesses 132. In the normal situation, the projections134 inserted into the recesses 132 are arranged spaced apart, with theformation of a gap, from at least one lower edge portion of the recesses132. In the loading situation, in particular when the rear end 26 of theseat frame side part 6 is forced upward, at least one, but preferablyall, of the projections 134 makes contact with the edge portion of therespective recess 132 and is thus in positively locking engagement suchthat the projections 134 are secured against emerging from the recesses132 in the loading situation.

FIG. 10 shows an arrangement of the reinforcement profile 122 and of therail pair 16 without the seat frame side part 6. The reinforcementprofile 122 is fixable to the first seat rail 14 by means of a screw-nutarrangement. In the present case, the screw 60 is not shown in FIGS. 7to 10 for the sake of a clearer illustration, but said screw is, afterthe mounting of the seat frame side part 6, arranged preferably asillustrated in FIGS. 2 and 3. A nut 62, 162 of the screw-nut arrangementhas a cross section such that the nut 62, 162 is supported laterally atleast in sections against the first seat rail 14. As a result of thesupport on the first seat rail 14, the nut 62, 162 is secured againstrotation relative to the first seat rail 14.

FIG. 11 shows a front view of the embodiment as per FIG. 9, wherein thenut 62 has a cross section with, in the present case, four laterallyarranged longitudinal grooves. The nut 62 is arranged such that it canbe guided with a lower portion of the cross section in a guide rail 64.The guide rail 64 is fixed to the second seat rail 16. The guide rail 64is of c-shaped configuration in cross section and engages with its endsinto two oppositely situated longitudinal grooves of the lower portionof the nut 62. Consequently, the guide rail 64 and the nut 62 engagearound one another.

FIG. 12 shows a rear view, corresponding to FIG. 11, of a nut 162 as pera further exemplary embodiment. The nut 162 has a rectangular crosssection, wherein guidance of the nut 162 in a guide rail is notprovided. The lateral support of the nut 162 in the first seat rail 14furthermore serves for securing the nut 162 against rotation. Saidsupport furthermore likewise serves for stabilizing the first seat rail14 such that, in the event of overloading, said first seat rail cannotbe deformed parallel to the transverse direction y, in particular cannotbend in the direction of the internal channel 18.

The features disclosed in the above description, in the claims and inthe drawings may be of importance both individually and in combinationfor the realization of the invention in its various refinements.

Even though the invention has been described in detail in the drawingsand in the above illustration, the illustrations are to be understood asbeing illustrative and exemplary, and not of a limiting nature. Inparticular, the selection of the proportions of the individual elementsillustrated in the drawings is not to be interpreted as imperative orlimiting. Furthermore, the invention is in particular not limited to theexemplary embodiments discussed. Further variants of the invention, andthe design thereof, will emerge to a person skilled in the art from theabove disclosure, from the figures and from the claims.

Expressions such as “comprise”, “have”, “include”, “contain” and thelike used in the claims do not rule out further elements or steps. Theuse of the indefinite article does not rule out a multiplicity. A singledevice may perform the functions of several of the units or devicesmentioned in the claims.

While specific embodiments of the invention have been shown anddescribed in detail to illustrate the application of the principles ofthe invention, it will be understood that the invention may be embodiedotherwise without departing from such principles.

1. A longitudinal adjuster for a vehicle seat, the longitudinal adjustercomprising: at least one rail pair comprising a first seat rail forconnection to a seat frame side part and a second seat rail forconnection to a vehicle structure, wherein the seat rails of the seatrail pair are displaceable relative to one another in a longitudinaldirection and engage around one another so as to form an internalchannel; a reinforcement profile arranged at least partially in theinternal channel, the reinforcement profile being fixed to the firstseat rail; and a connection portion, wherein the reinforcement profileis connected to the connection portion, which connection portion is ledrearwardly out of the internal channel and which connection portion isconnectable to a rearwardly directed surface, of the seat frame sidepart.
 2. The longitudinal adjuster as claimed in claim 1, wherein theconnection portion is formed integrally with the reinforcement profile.3. The longitudinal adjuster as claimed in claim 1, wherein theconnection portion is bent upward, through approximately 90°, about abend axis running parallel to a transverse direction.
 4. Thelongitudinal adjuster as claimed in claim 1, wherein: the reinforcementprofile comprises a main body; and the connection portion projectsapproximately perpendicularly from a rear end of the main body.
 5. Thelongitudinal adjuster as claimed in claim 1, wherein the reinforcementprofile is manufactured from a metal sheet.
 6. The longitudinal adjusteras claimed in claim 1, further comprising a screw-nut arrangement,wherein the reinforcement profile is fixed to the first seat rail bymeans of the screw-nut arrangement.
 7. The longitudinal adjuster asclaimed in claim 6, wherein a nut of the screw-nut arrangement issecured against rotation relative to the first seat rail.
 8. Thelongitudinal adjuster as claimed in claim 7, wherein a nut of thescrew-nut arrangement is guided in a guide rail arranged in the internalchannel on the second seat rail.
 9. The longitudinal adjuster as claimedin claim 1, further comprising a fixing element, wherein thereinforcement profile is held by means of the fixing element on arearwardly directed surface of the seat frame side part.
 10. Thelongitudinal adjuster as claimed in claim 1, wherein the connectionportion has a projection and the seat frame side part has a recess,wherein the projection of the connection portion can be placed inengagement with the recess of the seat frame side part.
 11. Thelongitudinal adjuster as claimed in claim 10, wherein: the connectionportion has at least another projection to provide a multiplicity ofprojections; the multiplicity of projections is arranged on theconnection portion of the reinforcement profile.
 12. The longitudinaladjuster as claimed in claim 11, wherein the projections projectforwardly in the longitudinal direction from the connection portion. 13.The longitudinal adjuster as claimed in claim 1, wherein the projectionsare arranged pairwise, in particular so as to be oriented forwardlypointing on a left-hand side and on a right-hand side of the connectionportion.
 14. The longitudinal adjuster as claimed in claim 9, wherein: apassage bore is provided in the connection portion; and a passage boreis provided in the rearwardly directed surface for the purposes of theconnection by means of the fixing element.
 15. A vehicle seatcomprising: a seat frame side part; and a longitudinal adjustercomprising: at least one rail pair comprising a first seat railconnected to the seat frame side part and a second seat rail forconnection to a vehicle structure, wherein the seat rails of the seatrail pair are displaceable relative to one another in a longitudinaldirection and engage one another so as to form an internal channel; areinforcement profile arranged at least partially in the internalchannel, the reinforcement profile being fixed to the first seat rail;and a connection portion, wherein the reinforcement profile is connectedto the connection portion, which connection portion is led rearwardlyout of the internal channel and which connection portion is connected toa rearwardly directed surface of the seat frame side part.
 16. Thevehicle seat as claimed in claim 15, wherein the connection portion isformed integrally with the reinforcement profile.
 17. The vehicle seatas claimed in claim 16, wherein: the reinforcement profile comprises amain body; and the connection portion projects approximatelyperpendicularly from a rear end of the main body.
 18. The vehicle seatas claimed in claim 17, wherein the longitudinal adjuster furthercomprises a screw-nut arrangement, wherein the reinforcement profile isfixed to the first seat rail by the screw-nut arrangement and a nut ofthe screw-nut arrangement guided in a guide rail arranged in theinternal channel on the second seat rail.
 19. The vehicle seat asclaimed in claim 18, wherein the longitudinal adjuster further comprisesa fixing element, wherein the reinforcement profile is held by thefixing element on a rearwardly directed surface of the seat frame sidepart.
 20. The vehicle seat as claimed in claim 19, wherein: theconnection portion has a projection and the seat frame side part has arecess; and the projection of the connection portion can be placed inengagement with the recess of the seat frame side part.